Carbureter.



B. G. BAKER.

CARBURETER. APPLICATIONHLED SEPT. 8, 1913,

Patented June 15, 1915.

2 SHEETSSHEET 1.

B. G. BAKER.

CARBURETEB.

APPLICATION FILED SEPT. a, 1913. 1 142,793. Patented June 15, 1915. 2 SHEETS-SHEEI 2.

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1 OFFICE.

BYRON G. BAKER, or L'APORTE, INDIANA, ASSIGNOR ro MaRuMnLir COMPANY, 01!

LAPOBTE, INDIANA, A CORPORATION OF INDIANA.

CARIBURETER.

To all whom it may concern: Be it known that I. BYRoN G. BAKER, a

{ citizen of the United States, residing at .Laporte, in the-county of Laporte and State 5 of Indiana, have invented a certain new and useful Improvement in Carbureters, of

which the following is a specification.

In the use of engines of the internal combustion type designed to burn kerosene and the heavier fuel oils, the starting problem is always one of extreme difficulty. Customarily the engines are primed with gasolene and when the gasolene is used up the operator turns on the kerosene. It is very important that he turn on thekerosene at the precisely correct moment because if he fails to do this, there is a possibility of one or twostrokes being made Without fuel, and the temperature of the engine will instantly drop down to such a point that the kerosene may not burn, or else there is a possibility that if the kerosene is turned on too soon the engine may be badly carbonized by the burning rather than the exploding ofthe excess kerosene in the cylinder. It is necessary then to goback and start again on gasolene, and it is, therefore, highly desirable to have some absolutely accurate and reliable automatic means quite independent of the operator for turning on the kerosene when the gasolene has been used up and not before.

I propose, therefore, to provide means responsive only to the consumption of the fixed, predetermined and adequate supply of gasolene for turning on the kerosene.

I have not illustrated my device as applied to a watersupply, but it will be ob vious that it might so be applied, and under some circumstances, this would be done.

40 There are obviously a number of ways of producing the result which I have aimed at. The device which I have described satisfactorily produces this result, but many other devices would probably do so depending altogether on the circumstances of the ease.

Thus my invention relates to improvements in carbureters and has for one object to provide means for supplying a priming fluid to a carburetor adapted to burn a heavier type of fuel, and to subsequently at the proper instant turn on the regular or normal heavy fuel supply. It is illustrated diagrammatically in one form in the accompanying drawings, \\'herein .Figure l'is a side "elevation with parts Specification of Letters Patent.

Application filed SeptemberS, 1913. Serial No. 788,518.

broken away and parts in section;Fig. 2 is an end elevation looking toward. the right hand side of F I'with parts in section and parts broken away; and Fig. 3 is a section along the line 33 0 Fig. 1. a

Like parts are in cated by like letters in all of the figures.

A is a carburetor casing or housing containing a vacuum mixing or carbureting chamber A and a water reservoir A and the liquid fuel res rvoir A". A controlled and adjustedby thumb screws A lead respectively from the fuel and from the liquid reservoirs and discharge into the carbureting chamber.

B 'is a mixture discharge manifold com munieating with the engine cylinders through pipes B B is a mixture discharge port interposed between the earbureting chamber and the manifold.

B is a piston valve controlling said port.

B is a valve stem slidably mounted and guided in and by the sleeve 13 and controlling the piston valve B B is a valve lever pivoted to the valve stem B and actuated and operated by any suitable means to control the piston'valve and thus the discharge of mixture from the carbureter.

C islan air intake passage leading to air intake port (J in the wall of the earbureting chamber.

C is a valve cage surrounding the end of the intake passage.

C is a 'thimble or cage valve weighted and free to slide up and down Within the cage C Cand C are ports or slots respectively in the valve andeage, which are adapted to be brought intoregister one with the other and permit air to enter the mixing chamber when the vacuum therein is suiilcient to cause the an pressure on the lower side .of curved top of the thimble to lift the valve against the weight of gravity.

Needle valves (3 is a guide pin upon whieh'is slidably I mounted the sleeve C. I It supports and guides the valve.- I

C is a butterfly valve in the end of the air passage C by manipulating which it may be closed.

D is an auxiliary air passage downwardly depending from the air intake passages C and communicating therewith at a point immediately below the cage or intake valve.

D is a funnel shaped flange surrounding and projecting from the lower edge of the passage D. 4

D is a cup-shaped fuel reservoir designed to contain the priming liquid supported by means of the cap screws D from the flangeD D is a cover for the reservoir D inwardly distorted or recessed at D D is a fixed fuel supply pipe supported in the cover D* extending downwardly to substantially the bottom of 'the cup D and terminating at its'upper end in the supply or discharge nozzle D D is a downwardly extending truncated conical partition having a perforate cylindrical flange D about the periphery thereof adapted to be engaged and held between the cover 1) and the flange D I D is a funnel. upwardly projecting supported in the truncated conical partition D and surrounding the fuel nozzle D. It is in effect a Venturi tube into which the fuel nozzle may discharge.

D is a port through the cover D whereby air may enter the space between the cover 1) and the partition D and flange D thence to pass-up through the Venturi tube to discharge into the air intake passage D.

- E is a gasolene float located in the primand is ing cup D and surrounding the fuel pipe leading from pipe D.

E is a F) in opposition to the conical valve seat E.

E is a gasoleneor priming fuelsupply the priming fluid supply not shown, and controlled by the valve E to and discharging into the priming cup.

E is a valve lever pivoted on the priming cup D E is a connecting rod leading from one end of said lever to the plunger valve E so that when the priming cup is full and I the float is lifted as indicated in Fig. 3, the

lever will be in a horizontal position.

F is a valve housing mounted in the wall of the priming cup D F is a kerosene or heavy fuel supply pipe leading from the supply not shown and controlled by the engine pump not shown to the valve housing F.

F is a discharge pipe leading from the valve housing F back to the reservoir which supplies the heavy'fuel in the pipe F F is'a valve in the pipe F connected by means of the rod F with the lever E and normally pressed shut by the spring F but held as indicated in Fig. 2 open by the downwardpressure of therod F", caused by the downward pressure of the rod E in response to the buoyancy of the float.

F is a pipe leading from the valve housarm E and also the rock arm H ing between the valve F and the pipe F I to the fuel supply chamber, so that when the valve F is closed fluid will be pumped to the chamber, but when the valve F is open the fluid will return to the main supply reservoir without being pumped into the chamber.

H and F are water supply and overflow pipes wherebycthe water reservoir may by any suitable means as indicated be kept supi I plied with liquid.

It will be evident that, while I have shown in my drawings an operative device and one which would under many circumstances be perfectly satisfactory, still it is unquestion- H is a pipe leading from the valve hou ing H to the carbureter water chamber as indicated. lever rigidly attached to the float E and pivoted at its other end to the wall H is a discharge pipe controlled by the puppet valve H H is a spring tending normally to hold the puppet valve H closed. When the shaft H is rocked by the liquid in the receptacle D raising the float IE, it presses down the puppet valve H against the spring H and permits the water to flow out through the pipe H When the reservoir D is empty, the spring closes the valve and the water comes on up through the pipe H to the carbureter.

The use and'operation of my invention are as follows: In starting an engine equipped with. my carbureter gasolene is forced by a hand pump not shown through a pipe-in the usual manner into the gasolene reservoir until the proper starting level the float. This will resist the movement of 1 liquid in the pipe toward the reservoir but, of course not completely stop it. The resistance, however, will be suiiicient to enable the operator to tell by the pressure he is exerting whether or not the reservoir is full.

It will be noted- The presence of the body of gasolene in the reservoir raises the floatand this float operates the plunger or connection to Work the lever which operates the valve so that the liquid which is pumped from the storage kerosene reservoir not here shown is returned directly thereto instead of being pumped to the kerosene supply chamber in the carbureter. Any form of valve might be used but I prefer to use a valve which merely closes the return pipe to the main kerosene or heavy fuel reservoir. When this valve is closed the liquid cannot return directly to the reservoir but is forced up to the carbureter and fills the fuel supply in the carbureter itself. The butterfly valye in the air intake pipe will then be closed and the engine started in the usual manner drawing its firing charge from the gasolene priming carbureter. through the gasolene chamber and pass up through the Venturi tube around the gasolene nozzle and the gasolene will then be drawn out by the air to form a combustible charge. This combustible charge of vaporized gasolene and air will be drawn up through the weighted intake valve into the kerosene carbureter and thence be discharged into the manifold to operate the engine. Theengine willthen run on gasolene for a time. However, as no further gasolene will be supplied to the float chamber the gasolene levelwill commence to fall. The float will sink also, and the kerosene valve will be gradually operated to force a gradually increasing supply of keromne to the carbureter reservoir, the kerosene carbureter receptacle will soon be completely filled and a limited surplus of kerosene will be free to enter the carbureting chamber and become there mixed with the inpassing air. Meanwhile, however, since the level of the gasolene will have been constantly reduced, the height to which the gasolene must be raised above the reservoir level to discharge at the nozzle will be increased and a gradually diminishing amount of gasolene will be fed'to the carbureter, owing to theincreased resistance of the lengthened column of liquid to be raised. Thus the mixture will gradually change from straight gasolene to part gasolene and part kerosene and then as the gasolene is completely'oused up the kerosene supply will be wide open and the engine will run on kerosene alone,

since by this time the engine will have been heated up to such a point that kerosene can satisfactorily be consumed. The operator can at any time then open the butterfly valve and'permit cold air or if desired hot air from the exhaust manifold not here shown to enter the carbureting chamber. If, however, he neglects to do this, air will continue to enter the carbureting chamber through the priming carbureter and no particular The air will enter into or harm will be done except that possibly the power of the engine will be.slightly reduced owing to the slightly increased drag of the No adjustments have been provided or are needed for the gasolene nozzle and reservoir. The size of the Venturi tube and nozzle will be selected when the engine is'designed and put in place and no further changes or adjustments are required because gasolene is such an easily carbureted and'burned liquid that all that is needed is to mix it some way with the air and get it some way into the cylinder, and an excess of gasolene can do no particular harm, and it is needful, therefore, to design the parts only so that the gasolene at the beginning of the operation is suflicient or in excess and the machine will take care of itself. I

It will be noted that the same controlling mechanism which controls the kerosene simultaneously operates to control the water so that when the engine is being started up no water can possibly be fed to the carbureting chamber, although this is not so important because the engine will at first on;

no load or low load normally take a very limited supply of water if any so that under the starting conditions no water would probably be fed even if my device were not applied to it. Q 4

- I have used the term kerosene but it must be understood that I use it merely because kerosene is that fuel which most frequently will be used in my device but I am using the term only as a general term applicable to thegeneral types of heavier fuel liquids. Engines are operating with my carbureter using a number of other li uid fuels, some even using the crude oils iihat come from the wells, so kerosene must not be definitely limited to that fraction known to the refining artas kerosene.

Thus in actual practice I have a system which would need sixreservoirs, three storage reservoirs and three carbureter reservoirs, a storage reservoir for the priming fluid from which it may be pumped from the priming cup or priming fluid reservoir by the hand of the operator or otherwise only at certain needed intervals when the engine is to. be started and astorage reservoir for the kerosene or heavy fuel from which it will be pumped by an engine driven pump in a constantly flowing stream either to be returned directly back to the storage reservoir when the float actuated alve is. opened orstill return to the storage reservoir, this occurring When the float actuated valve is closed, and a Water reservoir system Whose operation is substantially similar to the hero sene storage system.

I claim:

1. In a carbureter for heavy fuels means for supplying a fixed amount of priming the consumption of the priming fluid forturning on the heavier fuel and the Water.

4. In a carbureter for heavy fuels and Water means for supplying a fixed amount of priming fluid and means responsive to the gradual consumption of the priming fluid for gradually turning on the heavy fuel and thevvater.

5. In a carbureter having a plurality of fuel reservoirs means responsive to the lowering of the level in one of them for supplying fuel to the other.

6. In a carbureter having-a plurality of fuel reservoirs means responsive to the gradual lowering of the level in one of them for gradually turning on the fuel supply to the other.

7. A carbureter comprising a carbureting chamber and a fuel reservoir, means for supplying a priming fluid to the air before it enters thecarbureting chamber and means responsive to the gradual consumption of said priming iluid forgradually supplying fuel to the fuel reservoir.

8. A earbureter comprising a carbureting.

' priming fluid to the carbureter, meansfor supplying a heavy fuel to the carbureter and means for simultaneously diminishing the floW of the priming fluid and increasing the flow of the heavy fuel automatically.

10. In a carbureter for heavy fuels the combination of means for first supplying a priming fluid to the earbureter, means for supplying a heavy fuel to the earbureter and means for simultaneously diminishing the flow of the priming fluid and increasing the flow of the heavy fuel automatically, said last mentioned means responsive to variations in the supply of the priming fluid.

11. In a earbureter for heavy fuels the combination of means for first supplying a priming fluid to the earbureter and means.

for subsequently supplying a heavy fuel to the carbureter and controlling means for said heavy fuel, said means responsive to variations in the amount of priming fluid.

12. A carbureter comprising a carbureting chamber, air intake and mixture discharge ports, means for supplying a normal, running fuel to said carbureting chamher and means for supplying a priming fuel to the air entering said carbureting sham her before it enters the intake port and means responsive to said priming fuel sup-- ply means for controlling the supply of normal, running fuel.

13. In a carbureter a priming cup, float therein, a normal, running fuel. supply and controlling means therefor, said controlling means operative responsive to the position. of the float in the priming cup.

In testimony whereof, I aliiX my signa ture in the presenoeof two Witnesses this 26th day of August, 1913..

BYRON G. BAKER.

Witness s:

L. S. Sam, T. A. Kmsoia. 

